Valve foe steam pipes of eail way caes



(No Model.) I sheets-sneer 1. E. E. GOLD. VALVE FOR STEAM PIPES 0F RAILWAY GARS.

No. 498,545. Patented May-30, 118-93.A

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VALVE FOR STEAM PIPES 0F RAILWAYUARS.

No. 498,545. Patented May 30, 1893.

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BRGQLD. A VALVE` FOR. STEAM PIPES 0F RAILWAY GARS.

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VALVE FOR STEAM PIPES'OF RAILWAY GARS.

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of railway cars.

UNITED STATES- PATENT OFFICE.

EDWARD E. GOLD, OF NEW YORK, N. Y.

SPECIFICATION forming part of Letters Patent No. 498,545, dated May 3U, 1893.

Application tiled June Z6, 1890. Serial No. 356.864. (No model.)

To all zult/077?, it may concern:

Be it known that I, EDWARD E. GOLD, a citizen of the United States, residing in New York city, in the county and State of New York, have invented certain new and useful Improvements in Valves for Steam-Pipes of Railway-Cars, of which the following is a specilication. l

This invention relates to valves for controlling the main vsteam pipes or train-pipes In heating railway cars by steam it is customary to carry the steam from the locomotive boiler through-the train, by means of vzo "Y i Y l what is known as a main steam pipe, or train-pipe. This pipe is made up of successive lengths carried by the successive cars of the train, and connected together between the cars by means ot' suitable pipe couplings. The length of the main steam pipe on each car is extended sometimes beneath the car floor, and sometimes within the'car.

Two radically different systems of piping cars for steam `heating exist in the art. According to one, which for convenienceI-will designate the loop system,`the radiating pipes on each car are connected in a loop which joins the main steam pipe or train-pipe by a compound valve, which in one position connects the loop serially with the train-pipe, so that the steam ows from the latter through the loop and then returns to the train-pipe to continue its flow to the next car in the rear; and in the opposite position cuts the loop out of connection with the train-pipe, so that it is isolated therefrom, and the steam flows directly through the train-pipe. My present invention has no reference to this system, not being applicable thereto. According to the other system, which I will designate the branch system, the radiating pipes or radiators in each car arein oneor more branches which take steam from the main steam pipe or train-pipe, controlled by a throttle valve,

in each branch. Each branch terminates in some kind of a trap for collecting or discharging the water of condensation that forms in the radiators, discharging this water all eX- ternally, (instead of directing more or less of it back 'into the train-pipe as in the loop system.) *It is to this branch system of piping for railway-car heating that my invention alone pertains. In either system it is neces- 4 saryl to supply the length of the main steam pipe on each car with one or more valves in order that when the car is the last one on a train the pipe maybe closed olf to prevent escape of steam at the Open end ofthe pipe at the rear of the last car. In the loop system the same compound valve which connects the loop with the train-pipe has in some to perform this oliice of closing offthe trainpipe at the rear of the train.` It is thus an advantage of the loop system that on each car but one connection need be made with the train-pipe, namely, with the valve-casing of the compound valve,joined,into the trainpipe usually at the middle of the car.

In the branch system it has heretofore been customary to take o the two or more branches from the train-pipe usually at opposite ends of the car, but sometimes at the middle, by a T or X connection; also to lit the train-pipe at opposite ends of the car with constructions its valve-piston, or in other con- ,i structlons an auxiliary valve-pistomadapted stop-cocks for closing off the end of the pipe at the rear'of the train; and also, in the best practice, to fit the train-pipe on each car with one or more condensation, chambers 0r separators for draining off from the train-pipe any water of condensation .that may form in it. Accordingly in the branch system the train-pipe is ordinarily cut into by several different fittings or connections in the course of its length, ay feature wherein this 'system as heretofore applied has been inferior to the loop system, although in nearly` all other respects possessingim portant advantages thereover.

It is an important object of my invention to provide a construction applicable to the branch system which shall obviate the disadvantage of the application of these several fittings, and provide a single fitting applicable to the train-pipe in their stead, so that in this respect the branch system shall be as convenient and simple of application as the loop system, and shall have the same advantages.

My present invention therefore has for its object an improved construction of train-pipe valve applicable to the piping of railway cars according to the branch system of steam- ICO heating, in place of the two separate stopcocks heretofore used, and serving also to take the place of the T or X pipe-connections heretofore used for joining the branch pipes.

According to my present invention I provide an improved construction of train-pipe Valve whereby only one valve is necessary to eachca'r, being'applied preferably in the middle of the train-pipe, and adapted to close off the portion or section of pipe to either side of the valve, or by moving the valve to `an intermediate position, to leave -the passage unobstructed. The branch pipe or pipes entering the car are connected, directly with the casing of the valve. y The valve-casing or shell constitutes a separating chamber for disengaging particles of wateror steam, and for catching any sediment. The condensed water is discharged from the valve casing by means of a thermostatic drainage trap, or an automatic relief valve, or preferably by both. The Valve proper is manipulated to'throw it to either eX- treme position to close one or other of the pipe sections, or to hold it in the intermediate position to form a free through-and-through passage, by means of a suitable operating handle. Means are provided for locking this lhandle in either of the three positions. When,

as is'usual, the train-pipe extends beneath the tioor of the car the handle of the valve extends 11p-through the floor, so that the valve maybe operated from Within the car.

Figure 1 of the accompanying drawings is a vertical longitudinal section through the Hoor portion of a'railway car, showing the main steam pipe'or train-pipefand the connections thereof extending to the radiators iu the car. The portions of the car intermediate'of its middle and ends are broken out in order to shorten the view. Fig. 2 is a horizontal sectionv through a car cut in aplane close above the floor, and showing in plan the heaters or radiators and the several steam pipes and their connections. broken out in the same manner as Fig. 1,and a portion of the floor is broken away to show the train-pipe valve. Fig. 3 is a vertical transverse section of the valve in its preferred form,cut inthe plane of the line 3-3 in Fig. 4. Figs. 4 and 4a constitute a vertical longitudinal section thereof, cut in the plane of the line 4-4 in Fig. 3, Fig. 4 showing the parts in one position and Fig. 4a showing them in another position. Fig. 5 is a plan of the slotted floor plate, the lever being in section on the line 5-5 in Fig. 3. Fig. 6 is a vertical longitudinal section of a modified construction of valve. Fig. 7 is a transverse elevation of the valve proper and its operating arm in Fig. 6 removed. Fig. 8 is a Vertical longitudinal section of a railway car, showing a different method of applying the train-valve. Fig. 9 is a vertical longitudinal section answering to Fig. 4, but lshowing a modification wherein the valve is capable of seating at only one side, it being necessary to apply two such valves The car isl to the train-pipe, as shown in Fig. 10. Fig. 10l is a horizontal section in the plane of the axes of the pipes, showing a modified construction of valve. Fig. 11 isa vertical transverse section thereof, cut in the plane of the line 11-11 in Fig. 10.

Referring to Figs. l and 2, let A designate the length of the main steam pipe or trainpipe carried by the car, B B the heating coils or radiators within the car, which may be of any suitable kind or construction (heat storage radiators according to tlie Gold system being shown), C C the branch steam pipes branching from the main pipe and leading to these radiators, and D D the drainage pipes for carrying the water of condensation from the radiators and conducting it beneath the iioor of the car to suitable traps shown at E E. These traps are immaterial to my present invention and may be any suitable construction of steam traps, either of the thermostatic order, or the pressure relief order. I prefer the construction of thermostatic trap shown in my Patent No. 424,779, dated April 1, 1890, and of relief trap shown in my Patent No. 472,116, dated April 5, 1892. The ends of the main pipe A are fitted wit-h coupling heads a which are ordinarily connected to them through the medium of a length of flexible hose t. f

Ordinarily heretofore in the branch system of piping a stop-cock or valve was applied at each end of the pipe A close to its connection with the iiexible pipe, as indicated in dotted lines at c c. According to the best practice heretofore I have applied condensation chambers or sediment wells in the position shown in dotted lines at d d, that is near each end of the train-pipe, in order to separate the condensed water and automatically drain it off. According to my presentinvention I apply, preferably in the middle of the train-pipe, as'sliown in Figs. 1 and 2, atrainpipe valve, designated as a whole by the letter F. The respective portions or sections of the train-pipe on opposite sides of this valve enter it at openings formed in its casing, preferably in line with one another, and the branch pipes C C enter suitable openings in the sides of the casing, preferably also opposite to, and in line with, one another. The valve-casing thus takes the place of the pipe fittings or Ts heretofore employed in the said branch system.

The construction of the valve is best shown in Figs. 3 and 4. Its casing G is preferably in the form of an inverted cone or pyramid, the walls of which slope upwardly from its bottom end, and the respective pipes A and C entering it lnear itsy top. The casing is formed with two opposite openings for communication with the two sections of the main pipe A A, the thimloles A A being screwed into these openings, and their' inner ends forming valve-seats ff. The-sections of the main pipe A are connected to these thimbles through coupling unions e, one of which is IOO IIO

IZO

shown in Fig. 4. Amovable valve or Valve proper H is mounted within the casing between the valve seat-s ff. This valve is constructed at its opposite ends to fit against the opposite seats, being preferably faced with some suitable composition suchas a ring gof Jenkins packing at each end. It is of such length that when standing in the mid position a clear space is left between vits opposite faces and the respective seats for the passage of steam-from one section of the train-pipe into the valve-casing and out therefrom unobstructedly into the other section of the train-pipe. The valve is preferably made in the form of a short cylinder the axis of which is coincident with the axes of the thimbles A, and which is guided in its movement by being confined between concave vfaces of guide-bars or slideways J J, formed preferably integrally with the casing G.

In the `construction shown `in Figsf and 4 the valve H' is moved by the arm K of an operating lever, which arm has a rounded end entering a slot formed in the valve. This arm is xed on a spindle L which passes out through a stufng-box in one side of the casing, and has fixed on its outer end an arm or lever M which extends thence up through the floor of the car,its upper end forming a handle which may be grasped by a train hand to throw it from one `position to another and thereby to move the valve H. When the-lever is in its mid position thevalve is held midway between the two seats f f so that the steam has free passage around it in flowing through the train-pipe. When the lever is thrown to its extreme position to either side the valve is moved until one face or the other comes against one or the other of the Valve seats f. In this position it closes off one or other of the sections of the train-pipe. This is the position only of the valve on the last car of the train, all of the others being in the mid-position. In either position of the valve there is free communication between the chamber or interior of the casing G and the lateral outlets to the branch pipes() C, so that it is impossible by any manipulation of the valve to close off steam from these branches.

The circulation of steam in the branch pipes is controlled, as usual, by means of throttle valves h h applied in the pipes C C within the car. The steamv entersl through these pipes if their valves be open, and in the construction shown in Figs. l and 2, divides at their Tfittings z' fiowing in opposite directions to the opposite ends of the car and enters the radiators B B. At the ends the pipe is carried laterally at C C and then back in order to provide for itsexpansion and contraction. Each pipe then enters the steam space or passage in its radiatorB. From each radiator the water of condensation is drawn through a pipe D, the pipes from the two radiators on one sidepof the car uniting and leading to the drainage trap` E beneath the `tioorof the car by which the Water of con;

to time by unscrewin'g a plug j. Somewhat above-the bottom of the casing, and high enough to avoid the sediment, are two openings designed for the attachment respectively Iof a thermostatic drainage trap or valve P and an automatic relief valve Q, as shown in Fig. et. These valves arexof any ordinary or suitable construction. T hethermostatic trap 1P is constructed to remain closed so longk as a certain temperature is maintained, but when- 'everjwatei' of condensation accumulates in the casingrand remainssufciently long to be cooled tothe propertdegree, itcauses the contraction of adiaphragm or thermo-expansion vessel p away from its seat, thereby ,permitft ting the water of `condensation to blow out therefrom until thechamberis emptied down vthe bottom and may be blown out from time to the level of the outlet opening, or until by blowing off steam or hot water through the trap its diaphragm is re-expanded and closes it. 'The preferred construction'of such traps is the one shown in my Patent No. 424,779,

Q is a valve which opens inwardly-.and is` pressed upon by a spring and closed ,whenever there is a sufficient pressure of. steam Within the casing. When the steam is turned off from the train,or a car is uncoupled, the

v dated April l, 1890. The pressure-relief valve f IOO escape of pressure causes this valve to open and drain off any Waterof condensation irrespective of its temperature. tion of the valve-casing Gas a pendent pocket extending below the level of the pipes, and providing it With-a thermostatic trap P and the relief vvalve or trapQ it is made to take the place. of the two condensation chambers and their traps heretofore applied in the, positions shown at d d in Fig. l; t

In order toprovide further forthe rapid blowing out ofany condensation Water at the end of the train-pipe in order both to maintain a circulation of steam therein and to prevent the accumulation of hot Waterofgcondensation, whiclibeing hot and under pressure cannot escape through either the thermostatic trap P or the dynamic valve Q, I pro-k vide in addition a minute blow-hole or ksteam escape port lc opening into the casing in the path of the valve H Where it can be controlled thereby. It is preferably formed 'through one Yof the guiding faces of the slideways J J, and exactly in the middle between the two valve-seats f f. The valve H is short enough so that when it is seated ,against either seat its opposite end uncovers the blowhole 7.j and permits thev continual escape of steam therethrough. This of course occurs By the construconly at the valve F on the rear car of the train.

This steam carries with it, continually more or less water of condensation, and in case the valve-casing or chamber should fill with condensation water up to or nearly to its level it will carry off all condensed water that may subsequently accumulate. The water of condensation in the pipes is carried by the current of steam toward the end of the pipe, and this blow-hole forms a convenient means for discharging it. The blow-holes of all the valves, except the rear one in the train, are closed by reason of the valve proper, H, being in its mid-'position where it covers the blowhole.

In order t0 provide against the contingency of accumulated water in. the vvalve-casing failing to be discharged therefrom through derangement of the traps P and'Q (a veryimprobable contingency in case both traps P and Q are used) and ot' such accumulated water freezing, l prefer to construct the valvecasing of an open-topped casting or shell, closed by an elastic or yielding diaphragm R. By reason of the tapering form of the valve.- casing the expansion of the waterin freezing is forced to exert itself upwardly by the yielding of this diaphragm and the bursting of the casing is prevented. The diaphragm is preferably fastened down and inclosed and protected by the cast-metal ca'p G fastened by screws or otherwise over the top of thel casing G.

In order to hold the leverM in either of its three positions means are provided for locking its upper or handle end in place. These means may be variously modified, a simple and suitable construction being that shown in Figs. 3, 4 and 5. A spring arm N is applied to the upper portion of the lever M, its

tendency being to spring away from the lever M. Its upper or free end extends'adjacent to the handle end of the lever, soA that by grasping the latter the spring may be drawn toward it and compressed. This movement releases the springN from engagement with the teeth on a ratchet-barT, forming part of the slotted.V

plate t through which the lever works, and which plate may beconveniently screwed or fastened to the fioor of the car, under or at the end of one of the seats thereof, where the handle may be conveniently accessible to a person in the aisle. The ratchet-bar T, which is preferably arc-shaped', has teeth or notches which are engaged by opposite pawls or teeth n fn, formed on the spring N. When the lever M is in its upright or mid-position these pawl projections rn. are engaged between opposite shoulders l Z on the ratchet-bar. In order to throw the lever the sprin g N is drawn toward it to withdraw the pawls from these shoulders, and it is then thrust to either side until it is stopped by the contact of the valve H with the valve-seat. It is pressed over far enough to force the valve into very tight contact with the valveseat, and in so doing the rearward of the two pawl projections n clicks over the inclined teeth m of the ratchet-bar, and when the lever is released it is held in position by the engagement of the pawl with one of these teeth, as shown in dotted lines in Fig. 5. In order to stiffen the spring N against lateralV thrust the lever M may be provided with a stud q projecting through a hole in the spring.

The modification shown in Figs. 6 and 7'has a valve proper, H, which is pivoted by means of pivot-screws to the ends of the forks of the leverarm K, which in this construction is bifurcated. To the valve H is attached aloopshaped wire spring u, the lower portion of which is engaged between two fingers u on the lever-arm K. The tension of this spring holds the valve Il in a vertical plane and in line with the axis of the lever K when turned to a mid position, but when it is placed against either seat lfthe spring yields and permits the valve to seat fiatwise thereagainst. The thimbles A are of somewhat different construction, beingscrewed into the Valve-casing G and fastened therein by set-screws v, and the train-pipe sections A A being screwed directly into the thimbles. Inother respects this construction is the same as that first described except that the blow-holek is omitted and the cap or cover of the casing is cast integrally with it, there being no corrugated diaphragm.

Fig. 8 shows a modified means of applying myimproved train pipe valve. Two valves are here applied to the train pi pe near the opposite ends of the car. In this case the branch steam pipe C is a short pipe, passing upwardly,pro vided with a valve h and entering the end of the radiator B or other heater, the piping being more simple. than in the arrangement shown in Figs. l and 2. When two train pipe valves F are thus employed each valve is movable in useto only two positions, namely the open or mid position, and the position to close off the section of the train pipe extending to the end of the car. The valvesneed not be set to the position in which they would close off the communication with the middle section of the train 4pipe extending between the two valves. Consequently the valve need have but one seat and the lever M need be movable to only two positions. A suitable construction for such valves is shown in Fig. 9. The valve shell or casing G is or may be of the same construction as already described. Brass thimbles are screwed into it at opposite sides for the attachment of the sections of the train pipe, but only one of these thimbles A is formed with .a seat f', the other lettered A2 being devoid of a valve seat. The Valve may be otherwise of the same construction already described, the only difference being that the ratchet bar or plate on the car floor will be constructed to admit of a movement of the lever M from the mid-position to one side only in order to bring the Valve against the one seat f. Instead of having two opposite openings for the attachment of the branch pipes C C, a single opening may be provided', and in case two radiators are to be supplied with ICC- IIO

steam the single pipe attached to said open,- ing will be branched to the two radiators. In such case the single opening may be formed through the top of the casing G, as shown in Fig. 9.

Figs. 10 and 1l show a moditied construction of valve wherein the casing is not extended downwardly to form a condensation pocket or sedimentwell and is unprovided with traps or drainage valves for carrying off water of condensation. This construction of valve is adapted for use on train pipes which are provided with separate sediment wells and traps, as shown in dotted lines at d d Fig. l. The valve shell or casing G is provided with seats f f at opposite ends in communication with the respective sections of steampipe A. The valve proper H which is preferably cylindrical moves in guides or ways formed within the casing and; is adapted to seat against either vof the seats or occupy an intermediate position. In order to provide a free passage for the steam from one section of the pipe to the other when the valve is in the intermediate position, the casing G is formed with passages or ports w w extending along opposite sides, as shown in Fig. 10. The openings for the attachment of the branch pipes C yC communicate with these passages. The valve proper I-I is partly cut away on one side and formed with rack teeth y with which meshes `a pinion z fixed on the lower end ofthe spindle M which extends hence upwardly through the car floor and bears on its upper end an operating handle or knob M2 by which it may be turned to shift the valve. In order to hold the spindle and Valve in either position a toothed disk P may be fixed on the spindle M and be engaged by the end of a pivoted lever or pawl N normally pressed into engagement therewith bya spring fn. and provided with an upwardly projecting arm N2 which may be pressed down by the foot, or otherwise to throw up the pawl N out of engagement with the disk P whenever it is desired to operate the valve. In either eXtreme position of the valve proper H ituncovers one or the other of two blow holes lo and k extending downwardly through the bottom of the casing so that there is an escape of steam from the blow hole thus uncovered atthe end of the train.

My invention is not limited to the precise constructions and modes of operation shown and described, but may be variously modified without departing from its essential features.

I claim as my invention the following-defined novel features and combinations, substantially as hereinbefore described,V namely:

l. A train-pipe valve for the steam heating system of a railway car, consisting of a valvecasing and a valve'movable therein, said casing formed with a cavity or chamber and openings thereinto communicating with the opposite sections of the train-pipe and a branch opening thereinto communicating with the branch' steam-pipe leading to the radiator openings through said chamber, whereby to permit passage of steam to the car in the rear,

'and also constructed relatively to said casing to be'free from said branch opening and hence vincapablev oi' interrupting the communication of said branch pipe with said chamber, where- `by in either position of the valve steam may ilow from the locomotive boiler through the train-pipe to said chamber and thence into said branch-pipe.

2. A train-pipe valve for the steam heating system of a`railway car, consisting of avalvecasing and a Valve movable therein, said casing formed with a cavity or chamber and openings thereinto communicating with the opposite sections of the train-pipe and a branch opening thereinto communicating with` the branch steam-pipe leading to the radiator within the car, said branch-pipe opening being permanently in communicationl with said positions and constructed relatively tosaid casing to close in each of its extreme positions the corresponding one of the two trainpipe openings, whereby to close ott the trainchamber, and said valve movable to three IOO pipe at the rear of the train whichever end of the car is turned rearward, and in its mid- 'dle position to afford an unobstructed passage between said opening through said chamber, whereby to permit passage of steam to the car in the rear, and also constructed relativelyto said casing to be li'ree from said branch opening and hence incapable of interrupting the communication of Asaid branch pipe with said chamber, whereby in either position ofthe valve steam may flow from the locomotive boiler through the train-pipe to said chamber and thence into said branchplpe.

3. In a car heating system the combination with the main steam pipe, a branch pipe leading therefrom to a radiator in the car, and a throttle-valve in said branch controlling the iiow of steam to the radiator, of a valve casing interposed in the main pipe at the junction of said branch pipe, consisting of ashell or chamber having opposite seats with their openings communicating with the respective sections of the main pipe, and an opening communicating with said branch pipe, and a cut-ott valve movable in said shell to three different positions,in one ot' which it is seated against one of said seats to close oft' one section of the main pipe, in another of which it is seated against the other seat to close the other section, and in the third position it is unseated from both seats to leave free communication through the pipe. ,Y

4. A valve for the main steam pipe of a rail- IIO way car, consisting of a casing having oppositely arranged valveseats andopenings therefrom for communication with the respective sections of said pipe, combined with a Valve mounted to move within said casing between said valve seats and movable to three different positions, in one of which it is seated against one of said seats to close off one section of the main pipe, in another of which it is seated against the other seat to close the other section, and in the third position it stands intermediate of the seats to leave free communication between them, the valve casing being formed with a free space or passage around the valve when the latter is in the intermediate position, and a branch pipe openinginconstantcommunication with said space or passage, whereby said valve is incapable of closing said passage.

5. In acar heating system the combination with the main steam pipe, abranch pipe leading therefrom to a radiator in the car, and a throttle-valve in said branch controlling the i'low of steam to the radiator, of a valve interposed in the main pipe at the junction of said branch pipe, consisting of a casingformed with a chamber and openings thereinto communicating with the respective sections of the main pipe, and an opening communicating with said branch pipe, and a sliding valve movable in guides or slideways within said shell, too small to fill said chamber, so that it is incapable of obstructing the communication of said branch-pipe opening therewith, and adapted when in one position to close against a seat and shut off one section of the main pipe, and when in another position to be uuseated therefrom and leave free commnnication between the sections of pipe, and mechanical means for operating said valve from the exterior of the shell.

6. A valve for the main steam pipe of a railway car, consisting of a shell or chamber having opposite valve seats and openings therefrom on the same axis for communication with the respective sections of said pipe, and formed with cylindrical guide ways concentric with said axis, combined with a cylindrical valve movable in said guide ways, adapted in its extreme positions to close against the respective seats, and when in an intermediate position to afford free communication between said seats, and mechanical means for operating said valve from the exterior of the shell.

7. A Valve for the main steam pipe of a railway car, consisting of a shell or chamber having openings for communication with the respective sections of said pipe, and formed with guides or slide ways, and with a space or passage between said openings beyond said slide ways and exterior to the path of travel of the valve combined with a sliding valve movable in said slide ways adapted when in one extreme position to close one of the openings communicating with the main pipe in order to close off the pipe at the endA of the.

train, and the valve shell formed with a blow hole through said slide ways and opening exterior to the shell, arranged in position to be normally covered and closed by the valve, but to be uncovered thereby when the valve is in said extreme position, in order that steam may escape through this blow hole from the valve at the end of the train.

8. A valve for the main-steam-pipe of a railway car, designed for closing` off said pipe at the rear of a train, consisting of a shell formed with an internal cavity or chamber, two op' posite openings thereinto for communication with the opposite sections of said main pipe, a valve movable within-said chamber, adapted toseat against and close either of said openings, said valve being shorter than the distance between said openings, whereby when in an intermediate position both openings are uncovered, the said shell constructed with a free space or passage affording communication between said openings around the valve when in such intermediate position, and formed with a branch opening for communication with the branch pipe leading to the radiators in the car, said b ranch opening communicating with said free space or passage, whereby when the valve is in said intermediate position it communicates with both the opposite main pipe openings, and when the valve is in either extreme position it communicates uninterruptedly with the opposite or uncovered main pipe opening.

9. A valve for the main steam pipe of a railway car, consisting of a shell or chamber, having openings for communication with the respective sections of said pipe, combined with a sliding valve movable in guides or slide ways within said shell, an operating spindle passing through a stuffing box in said shell, an arm on said spindle within the shell cntering a recess in the valve for communicating motion thereto, and a lever arm xed on said spindle exterior to the shell.

l0. Avalve for the main steam pipe of a railway car, consisting of the combination-of a shell or chamber' having openings for communication with the respective sections of said pipe, with a valve movable in said chamber adapted when in one position to close one of the openings and when in another position to be unseated and afford free communication between. said openings, an operating spindle passing through a stufting box in said shell, and in mechanical connection within the shell with said valve, an operating handle in connection with said spindle exterior to the shell, and a locking device in connectionv with said spindle for fastening it to hold the valve in either position.

11. A valve for the main steam pipe of a railway car, consisting of a shell or chamber having openings for communication with the respective sections of said pipe, and extended beneath said openings to form a condensation IOO pocket orsediment Well, a valve movable in the steam in its passage through said'pipe of said chamber adapted when in one position condensed water.

to close one of the openings and when in an- In witness whereof I have hereunto signed other position to be unseated and afford free my name in the presence of two subscribing 5 communication between said openings, and witnesses.

an automatic trap or drainage Valvefor discharging condensed Water from said shell, 'EDWARDE' GOLD' whereby in one interruption of the main pipe Witnesses: are combined the means for closing oft the GEORGE H. FRASER,

lo pipe at the rear of a train and for freeing CHARLES K. FRASER. 

